Improvement in automatic railroad-car brakes



. 3Sheets--Shet1. G EN-EABL. Automatic Railroad Car-Brakes. 139,557.

Patented June'3, 1873.

inventor. V4063 Witnesses,

AM moral/1110mm: 60. N osaan/vz's P/racsssji S-S He et s- Sheet G.EN-EARL.

Automatic Railroad fiar-Bn akes M NO. 139 557 PatentedJu e3 1873.-

Witnesses. mm 9 $28M UNITED STATES PATENT OFFICE.

GEORGE EN EARL, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO THE AUTO- MATIC(JAB-BRAKE MANUFACTURING COMPANY, OF NEV YORK, N. Y.

IMPROVEMENT IN AUTOMATIC RAILROAD-CAR BRAKES.

Specification forming part of Letters Patent No. 1 39,557. dated J mm 3,1873 application filed September 20, 1872.

To all whom it may concern:

Be it known that I, GEORGE. EN-EARL, of Boston, in the county of Sulfolkand State of Massachusetts, have invented an Improved Automatic Brakefor Railway Cars, of which the following is a specification:

My invention relates to a system of brakes applied by power derived fromthe rotation of the wheels through the medium of a worm, pinion, andclutch-drum, which latter is placed at will in gear with theworm-pinion, and is thereby caused to wind up the brake-chains until themotion is checked.

In my invention the worm is constructed in two or more sections, so thatit may be ap' plied to a permanent axle; and the said worm and thepinion which it drives are inclosed in a box orcasin g, also applied insections, adapted to contain lubricating material, and affordingjournal-bearings for the worm and the pinionshaft.

ln connection with the aforesaid clutch-drum I employ a notched disk anda catch arranged to lock the drum at a given point in its rotation; alsoa latch-bar by which the said drum is supported out of reach of theclutch-pinion until it is desired to apply the brakes. The

devices to trip the latch-bar and to lock the catch in its operativeposition may be operated by hand, but are preferably controlled by anelectro-magnet.

The tripping and lockin g devices are thrown forward to start the brakesby the descent of a weighted arm supported by a spring-pawl whichthe'forward movement of the armaturelever retracts. The said'arm iscaught and held in its lowest position by a second pawl, and its descentis further caused to produce tension on the spring of thearmature-lever,

so that the latter, when released by the magnet, will be drawn back withsuflioient force to retract the last-named pawl and release the arm fromits lower position. The parts are then returned to their normal positionby the action of a spring, so connected with the drum that it will bebrought under tension by the motion of the latter which winds up thebrakechain. The brake-chain is carried to the drum in a downwarddirection so as to automatically unclutch the latter when drawntight;but

the unclutched drum is prevented from unwinding by the catch and lockuntil the latter is retracted by the release of the armature. Theclutch-drum is made hollow to contain material to lubricate thepinion-shaft which runs within it. i l

Figure l is a plan of a car-truck with my invention applied. Fig. 2 is avertical longitudinal section of the same. Fig. 3 is a side elevation ofthe automatic devices for actuating the brakes, showing the clutch-drumele vated and unclutched. Fig. 4 is a vertical section of the same ontheline a: a, Fig. 3.

Fig. 5 is a side elevation showing the drum in its lower or clutchedposition. Fig. 6 is a front elevation with the parts in same positionshown in Fig. 5 Fig. 7 is ahorizontal section on the line y y, Figs. 5and 6. Fig. 8 is an end elevation of the divided worm. Figs. 3, 4, 5, 6,7, and 8 are on a larger scale than Figs. 1 and 2. vation of theadjacent ends of two cars illus trating one mode of applying theinvention and conducting wires to operate it.

The frame A, wheels B, axles O, brake-bars D, rubbers E, hangers F G,retracting springs kl, lever l, and connecting-rods J K may he of commonconstruction, my invention-being applicable to the running-gear of carsin common use. Upon one of the axles G is bolted and keyed or otherwisesecured a worm formed in two or more sections 1 1 to adapt it to beapplied to an axle already in position in the car-truck. piece 1 l areshoulders and journals22, working in boxes in the lower part of anupright frame, 3 4 5, which supports the other parts i of the movement.The lower part 34 of the frame forms a close casing for the worm 1 andthe pinion 6 which it operates, the pinion-shaft 7 having its hearingsin a step, 8, and box, 9, in the bottom and top, respectively, of thesaid casing. The frame 3 45 is cast in two sections, the casing 3 4being jointed horizontally in the plane of the center of the axle andits parts are secured together by bolts and lugs 10. Near the upper endof thepinionshaft 7 is. keyed a clutch-head, 11. The upper partsfof thevertical frame is formed of. standards connected at top, and affording aFig. 9 is a sectional ele- On the ends of the worm or screwbearing for ashort vertical shaft, 12, formed at top, with a flanged head, 13, andsupporting within the frame 5 a drum, 14, the lower part otwhich isformed to clutch with the head 11, when dropped into contact therewith.The pinion-shaft 7 fits loosely in the lower part of the drum 14 topermit and guide its vertical movement. The casing 3 4: is adapted tocontain oil or other lubricant for the worm and pinion journals, and thedrum 14: is made hollow to contain material to lubricate the upper endof "the pinion-shaft 7. 15 represents a dog pivoted at one end to thetop of the frame 5, and pressed forward by a spring, 15 so as to engageunder the flanged head 13, and thus support the drum let in its elevatedposition. The top of the drum itself is formed with a projecting head orflange, 16, in which is a notch, 17, to receive a spring-catch, 1.8,which, when locked in by a latch, 19, secures the drum against rotation.The latch 19 is pivoted at 20 to the frame 5, and at its free end ishinged to a horizontal rod, 21, connect ing it with the upper end of anarm, 22, which latter is secured by its center to a rock-shaft, 23. Thelower end of the double arm 22 is connected by a' spiral spring, 2t,with a cord or chain, 25, arranged to wind on the lower end of the drum14. From the rock-shaft 23 projects a horizontal weighted arm, 26. Aweight may be applied to this arm, as illustrated at 26 in Figs. 3, 5,and 9, or in any convenient manner. 27 represents an electromagnet. 28is its armature extending in both directions from its pivot 28. Thearmaturespring 29 is attached to a cord, 30, passing over a pulley, 31,and connected to the weighted arm 26, the relative positions of theparts causing tension to be produced on the spring -by the descent ofthe arm. 32 is a springpawl employed to catch and lock the arm 26 in itsupper position. 33 is a similar pawl, adapted to catch and lock it inits lower position. Projections on the armature-lever or on the pawlsthemselves cause the forward movement of the said leverrnnder theinipnlse ot' the magnet) to retract the upper pawl 32, allowing theweighted arm to fall, and the backward movement of the lever (whenreleased by the magnet) to retract the lower pawl 33, allowing the armto be thrown up again by the spring 24, which has meantime been broughtto tension, as hereinafter explained. The brakechain 34, attached to therod J, is passed over pulleys 35 and carried downward to the drum 14 atan angle of thirty-tive degrees, more or less, so that when woundtightly on the drum it will tend to draw the latter upward out of gearwith the clutch 11. A stud, 36, which is preferably provided with afriction-roller, bears upon the top of the flange 16 of the drum, so asto keep the latter in gear with the clutch 11 until the notch 17 comesround, when the stud 36 enterin g said notch allows the drum to rise andprevents backward rotation of the drum while passing between the clutch11 and catch 18.

-When the electric circuit is open-and the magnet'inactive the brakesare'ofl'. This position of the parts is indicated in Figs. 3 and 4. Byclosing the circuit the helix-cores are magnetized, attracting thearmature 28, retracting the pawl 32 from the arm 26, the weight of whichcauses it to fall. The arm or latch 19 throws the dog 15 from under theflanged head 13 of the shaft 12, allowing the drum 14L to'drop into gearwith the clutch 11 with its flange under the detaining stud or collar36. This position of the parts is represented in Figs. 1, 2, 5, 6, and7. The drum 14 now receives from the shaft 7 of the worm-pinion 6three-fourths of a revolution (more or less,) winding up the brake-chain34 until the notch 17 a gain reaches the stud 36, permittin g theoblique and now tightened chain 34: to draw the drum to its uppermostposition, where it is caught by the spring-dog l5, and is prevented fromturning backward by the spring-catch 18 locked by the button or arm 19.Meanwhile the chain 25, winding on the lower end of the drum 14,produces a heavy tension on the spring 24 attached to the lower end ofthe double arm or long'lever 22. The brakes will thus remain locked solong as the circuit remains closed and the magnet active.

When it is desired to withdraw the brakes the electric circuit isbroken, releasing the armature 28, which, by the force of the spring 29,flies back with sufficient force to retract the pawl 33, releasing thearm 26. '1 he force of the stitf spring 24 then reverses the position ofthe double arm 22, throwingup the weighted horizontal arm 26, which .iscaught and held in its upper position ready for reuse. The catch 18 ispressed inward by its spring, but its bit is so formed that whenreleased by the withdrawal of the locking-arm 19 it will be forced outof the notch 17 by the pressure of the pulley, allowing the brake-chainto unwind and releasing the brakes.

For freight-cars the dog 15 and locking-arm 19 may be controlled byalever on top of the car with ordinary angles under the car body.

011 passenger trains they are operated by a system of levers, weights,and springs, substantially as shown, controlled by an electromagnetworked with an open circuit.

The conducting-wires can readily be connected from end to end of train.The whole train can thus be placed under complete con trol of theengine-man. By selt operating connections between the cars adapted toclose the circuit automatically at either end of a car when detached,and using a small battery at each end of the train, any brake in thetrain or disarrangement of ordinary distance between cars will at onceput on all the brakes of the rear section," and leave the front sectionunder control of the engine-man. l have also devised an arrangement ofconducting-wires and electric switches, by which the conductor while atany part of the train may apply the brakes" instantaneously to the wholeor a por- I do not desire to claim broadly controlling car-brakes byelectromagnetism, nor do I desire to limit myself to the use ofelectroma netism in connection with my invention, nor to any specificarrangement of conductors when electromagnetism is employed. As,however, it is deemed most advantageous to employ electromagnetism foroperating the brakes on passenger-trains, I have shown, for the purposeof illustration, one arrangement of conducting-wires that may be used.

In Fig. 8, L M represent the adjacent ends of two cars. 17 19 mayrepresent positive, and n a negative wires. o 0 are couplers andautomatic circuit closers, which, when the cars are detached, are bytheir springs pressed in contact with the respective contact springs orplates q" so as to connect the wires 1) and n (or p and M) at thedetached end of each car. WVhen the cars are coupled together eithercoupler 0 or 0 is depressed and passed beneath the other one above therest 0", so as to make an electrical connection with said couplerand'disconnect both couplers from their contact-plates, q The saidplates 9 g? at the same time pass into connection.

It will be observed that it matters not which of the couplers o 0 isdepressed and passed beneath the other. The effect is the same in eithercase, so that it can be done by any one without possibility of mistake.

Supposing L to be the rearmost car, if a battery, 8, is to be applied atthe end of the train the coupler 0 of the battery-wire n is passed underthe coupler o makinga connection as already described, and the plates qand q are thereby brought together, while 0 and q are disconnected.

The conductors are of ordinary insulated wire or cable, and may bevariously arranged. n is represented as running from end to end of thecar attached to the upper coupling point 0 and thus connected from oneend to the other of the train, its forward endterminating in a key orcircuit closer, of any common or suita ble form, under control of theengine-man. The wire p runs down from the plate q outside or inside thecar, leading to one post of the electro'magnet 27, and continuing fromthe other post of the same to the other end of the car, being coiledbetween the bottom of the car and the posts of the magnet, to comtionwith the wire. a so as to close a circuit through the magnet withoutcommunicating with the engine-man.

It will now appear that in the event of one or more cars becomingaccidentally detached at the rear of a train, the automatic closing ofthe circuit at the front of the detached section will instantly applythe brakes throughout said section, and the automatic closing of theother circuit at the rear of the other portion of the train will leavesaid portion under control of the engine-man.

It will be manifest that some parts of my invention are applicable toother useful purposes beside operating car-brakes.

The following is claimed as new:

1. The combination of the worm l, wormwheel 6, shaft 9, clutch 11, anddrum 14, with the chain 34, aranged to effect the automatic unclutchingof the drum in the manner explained.

2. The spring catch 18 and locking arm or button 19 combined with thenotched flange 16 of the drum 14, to arrest the rotation of the latteras explained.

3. The rock-shaft 23, with its arms 22 and 26, operating in combinationwith the armature-lever 28, and pawls 32 33, as set forth.

4. The combination of the spring 29 with the weighted arm 26, andarmature-lever 28, to receive increased tension after the forwardmovement of the lever, as explained.

5. The spring 24 and winding-chain 25, ar-

ranged as described to produce tension on the said spring by the windingof the brake-pulley in readiness for the restoration of the parts totheir normal positions when the armature-lever is released.

GEO. EN-EARL.

Witnesses:

W. F. KNOWLES, O. O. GREGG.

